Electrical circuit for a trans-mission and clutch control apparatus



ROBINSON ELECTRICAL CIRCUIT FOR A TRANSMISSION Feb. 17, 1953 AND CLUTCH CONTROL APPARATUS 2 Si-IEETS-Sl-IEET 1 Filed Oct. 18, 1947 n .w a, m m a C, W V 4 r/ 1N... /Y F 1 N 6/ c m a e 7 l &1 w a r v M F l M. c. ROBINSON eb ELECTRICAL CIRCUIT FOR A TRANSMISSION AND CLUTCH CONTROL APPARATUS Filed 061;. 18, 1947 2 SHEETSSHEET 2 I I 5 I I I I I 6 I 5 I I Patented Feb. 17, 1953 I ELECTRICAL CIRCUIT FOR A TRANS- I MISSION AND CLUTCH CONTROL APPARATUS Maurice C. Robinson, Royal Oak, Mich., assignor to Chrysler Corporation, Highland Park, Mich., a corporation of Delaware Application October 18, 1947, Serial No. 780,718

10 Claims.

This'invention relates to an electrical circuit for a transmission and clutch control apparatus.

A control system for a clutch and transmission used in conjunction with a conventional fluid coupling was described in the copending application, Serial No. 755,612, filed June 19, 1947 by Maurice C. Robinson. The present invention provides an improved electrical circuit for the control system described therein, and more particularly provides means for the operator to operate the clutch and change the transmission speed ratio drive without operating a selector switch provided to energize the automatic control apparatus. The automatic control system is inactivated as an incident to manual operation of the clutch pedal and manual movement of the transmission shift rail.

It is a principal object of the invention to associate I switches with the clutch pedal and transmission components so that the vehicle driver by the act of depressing the clutch pedal and manually changing the transmission speed ratio drive inactivates the automatic control system during the interval of manual operation of the clutch and transmission.

It is a further object of the invention to provide means which will permit the automatic control system to resume operation as an incident to the discontinuance of manual operation of the vehicle.

Other objects and advantages of the invention will be apparent from the following description taken in connection with the accompanying drawings, in which: v Fig. l is a perspective view of a clutch and transmission control apparatus incorporating my invention;

Fig. 2 is a circuit diagram of the electrical circuit used in the Fig. 1 control apparatus;

Fig. 3 is a vertical section of a portion'of the mechanism carried by the transmission housing;

Fig. 4 is a section on the line 4-4 of Fig. 3;

Fig. 5 is a section on the line 5-5 of Fig. 3; Y

Fig. 6 is a partial section of the torque shaft and its associated levers shown mounted on the vehicle frame in Fig. 1; and

Fig. 7 is a section on the line 'II of Fig. 6.

The control mechanism to be described herein is adapted to actuate a transmission of the type illustrated in Patent No. 2,284,191 and a conventional friction clutch. Fig. 3 illustrates the relationship of the control mechanism to the transmission.

The control system to be described is particularly adapted for use in conjunction with a friction clutch and transmission when they are associated with a fluid coupling. The relation of the fluid coupling to the control system is de-' scribed in the copending application, Serial No. 661,298, filed April 11, 1946 by Carl A. Neracher et a1.

A motor vehicle transmission I0 has a conventional friction clutch I2 operatively associated therewith as illustrated in Fig. 1. An automatic control mechanism is associated with the transmission and clutch and adapted to control the operation thereof in response to predetermined vehicle operating conditions. The automatic transmission control mechanism is superimposed .on a manual control of the type described in Patent No. 2,284,191. The selector mechanism described in the above patent is normally in engagement with one of the shift rails. rail is designated by the numeral I I in the drawings herein. The other shift rail which controls low and reverse transmission drives has been designated by the numeral 13. The automatic control apparatus ,to be described herein only actuates the selector mechanism to move the shift rail II and does not engage the selector mechanism with the other shift rail l3. the discussion herein of an automatic control mechanism will be directed to means to selectively rotate the vertical control shaft of the transmission in opposite directions and thereby move the one shift rail in opposite directions. This rotation of the control shaft will create a relatively fast or a relatively slow speed ratio drive depending uponthe direction of movement of the shift rail. For reasons of simplicity this will be referred to herein as effecting a change in the speed ratio drive between that which is commonly referred to in a conventional transmission as a second speed drive and that which is commonly referred to as direct drive. It is to be understood, however, that the movements of the control apparatus could effect any other change in speed ratio drive desired.

A manual shift control rod I5 is shown in Fig. 1 as associated with the steering column housing H. The manual shift control rod I5 is slidably mounted in bracket l9 and adapted for both axial and rotary movement. As is usual in the art, the axial movement is adapted to select the transmission shift rail which is to be moved and rotation of the shift control rod l5 rotates transmiss on control shaft which will be described herein. This effects the desired transmission speed ratio drive connection. A pair of spaced This shift Therefore,

circumferential collars 2| and 23 located adjacent the base of rod 15 receive therebetween the end of a lever 25 which is rotatably mounted on the steering column housing [1. A rod 21 connects lever 25 with a transmission selector lever 28. Axial movement of rod I is transmitted through this linkage to the selector lever 28. The function of the selector lever 29 is described in Patent No. 2,284,191.

An arm 3| is keyed to rod I5. A depending rod 33 connects arm 3| with a rotatabl lever 35 mounted at 31. An arm 39 of lever 35 is connected to a transmission shift lever 4| through rod 43. Rotation of rod through the linkage,

just described rotates shift lever 4! for manual transmission control. The relation of shift lever 41 to the transmission 38 described in Patent o. 2,284,191.

The automatic controlapparatus is powered by a piston adapted to be actuated under selected vehicle operating conditions by manifold vacuum. An airtight housing l4 containing a cylinder [6 has tubular connections [8 and 26 with the engine intake manifold. A piston 22 is slidably mounted in cylinder l6 and a spring 24 acting on piston 22 and reacting on housing l4 urges piston 22 to one end of cylinder IS. A solenoid actuated valve 26 is ositioned between the tubular connections 18 and 26 and adapted when energized to operatively connect the tubular connections I8 and 20 so that air will be evacuated from the cylinder [6 by the intake manifold vacuum of the engine. The solenoid operated valve 26 is also adapted to vent cylinder l6 when it operatively disconnects tubular connections l8 and 20. Manifold low pressure, or vacuum as it is commonly referred to, by evacuating air from cylinder l6 overcomes spring 24 when valve 26 is open thereby moving the piston 22 to the left in Fig. 1. A piston rod 28 connects the piston 22 with an arm 38 which is rotatably mounted on a torque shaft 32. The torque shaft 32 has one end thereof rotatably mounted on the vehicle frame 34 and the other end rotatably mounted adjacent the engine block (not shown) in a manner well known in the art. The torque shaft and its associated levers are illustrated in detail in Figs. 6 and '7. A lever 36 keyed to shaft 32 is provided with a depending arm 38. The usual clutch pedal 40 is rotatably mounted at 42 on a shaft (not shown). An extension 44 of clutch pedal 40 depends below rotatable mounting 42 and has fixed thereto a pin 46. A rod 48 operatively connects arm 38 with pin 46. A slot 50 provided in rod 48 permits relative movement in one direction between rod 48 and pin 46. The upper end of lever 36 may be operatively associated with the usual over center clutch spring. An arm 52 is keyed to torque shaft 32. A rod 54 connects arm 52 with clutch throwout fork 56. Clutch throwout fork 56 engages a collar and operates a friction clutch l2 in a manner well known in the art. A typical clutch is illustrated and described in Patent No. 2,182,407. The lever 36 previously referred to is provided with a pin 58 which is adapted to be engaged by the arm 36 when the latter is rotated in a counterclockwise direction in response to movement of piston 22 under the influence of manifold vacuum. Wh n the solenoid actuated valve 26 is energized and the piston 22 moved to the left in Fig. 1 piston rod 28 rotates arm in a counterclockwise direction. Arm 30 engages and carries therewiththe pin 58 associated with lever 36 thereby rotating the lever 36. The lever 36 is keyed to the torque shaft 32 and the torque shaft 32 is thus rotated. Rotation of the shaft 32 rotates the arm 52 which is keyed thereto. This pushes rod 54, rotates clutch throwout fork 56 and disengages the clutch l2. The rotation of the lever36-and the depending arm 38 in this counterclockwise direction does not cause a depression of the clutch pedal 48 because of the cooperation of the slot 50 in rod 48 and th pin 46. This pin and slot combination permits movement of rod 48 to the right in Fig. 1 without an accompanying depression of clutch pedal 40. When solenoid actuated valve 26 closes the operative connection between tubular connections l8 and 20 and vents the cylinder l6, spring 24 returns the parts described in their original position permitting the clutch to reengage under the influence of its own self contained springs.

The movement of piston 22 also effects a change in transmission speed ratio drive by rotating the.

vertical control shaft 68. Reference may be made to Patent No. 2,284,191 for further description of the means by which rotation of shaft 68 effects a change in the transmission speed ratio drive. The torque shaft 32 is provided with a collar 62 which is rotatably mounted thereon. An arm 64 is keyed to collar 62. A lever 68 is provided on a motion translating device 14 to be described herein and a pair of rods 66 and 61 are operably connected by a resilient lost motion connection 16 and respectively connected to arm 64 and lever 68. The resilient connection 18 cushions the motion of lever 68 in response to sudden movement of piston 22. The arm 30 is keyed to collar 62. Movement of the piston 22 is repeated by arm 68. As the piston 22 moves to the left in Fig. 1 the piston rod 28 rotates arm 30 in a counterclockwise direction. Rotation of collar 62 in a counterclockwise direction rotates lever 64 and moves rod 66 to the right in Fig. 1 thereby rotating the arm 66 in a counterclockwise direction. When the solenoid actuated valve closes and vents cylinder I6 the spring 24 returns piston 22 to the right end of housing [4 and moves arm 68 in a clockwise direction.

The arm 68 is adapted to actuate a motion translating device generally designated by the numeral 14. The device 14 is adapted to translate successive counterclockwise rotations of arm 68 to alternate counterclockwise and clockwise rotations of transmission control shaft 60 (Figs. 3 and 5). The device 14 is mounted in a housing 16 secured to the lower portion of the housing containing transmission I8. A lever 18 has a central portion thereof keyed to the transmission control shaft 60. A pair of fingers and 82 are each rotatably mounted on lever 18 on opposite ends thereof. The arm 68 previously referred to is keyedto a shaft 84 which is mounted in the housing 16. The arm 68 and shaft 84 are rotated in respons to movement of the piston 22 in the vacuum cylinder. An arm 86 is keyed to shaft 84 inside of the housing 16. The fingers 86 and 82 are each provided with a recessed portion 88 adapted to receive a pin 80 which is carried by the end portion of arm 86. In operation the pin 90 moves between the fingers 80 and 82. Rotation of the arm 86 in a counterclockwise direction from the solid line position illustrated in Fig. 5 will cause the pin 90 to engage and pull one of the fingers to the right as viewed .in Fig. 5 to therebyrotated lever 18 and shaft 60. The direction of rotation of shaft 60 will be dependent 5 upon whether finger 80 or 82 wasmoved by pin 90. The direction of rotation of shaft 60 will determine the speed ratio drive to be effected by the transmission I0. Rotation of arm 86 in a clockwise direction in Fig. 5 is used to index the arm 66 relative to th fingers 80 and 82. The next succeeding counterclockwise movement of arm 86 will pull the other finger and reverse the rotation of shaft 60 thereby effecting a change in the transmission speed ratio drive; Movement of piston 22 under the influence of vacuum causes the counterclockwise rotation of arm 86 and the spring return of piston 22 causes the clockwise rotation of lever 86. An abutment in the form of a pin 92 may be provided to limit the rotation of arm 86 in a counterclockwise direction in Fig. 5. This retains the pin 90 between the fingers. A spring 94 urges the fingers together. A spring 96 is used to bias the alternator. as explained in the copending application, Serial No. 755,612 filed June 19, 1947, by Maurice C. Robinson.

Means to control the actuation of the valve 26 and piston 22 is illustrated in Figs. 1 and 2. A grounded source I of electric energy is connected through ignition switch I02 to a switch I04 by an electrical conductor I06. Switch I04 is adapted to provide a selection between manual and automaticoperation of the clutch and transmission and may be placed on the dash or other location convenient to manipulation by the driver of the vehicle. Electrical line I08 connects switch I04 with a switch I I0 associated with the clutch pedal 40. The switch IIO includes contacts I2 and I I4 which are electrically connected by a conductor II6 when the clutch pedal is in the position corresponding to clutchengagement. A spring I I8 urges the conductor H6 away from contacts H2 and H4 when the clutch pedal 40 is depressed thereby breaking the electrical circuit between contacts H2 and H4. clutch pedal 40 returns to its upper position it engages a plunger I20 carried by conductor H6 and overcomes spring II8 thereby making an electrical circuit between contacts H2 and H8. The electrical line I08 is connected to contact H2. The contact H4 is connected to a line I22. A switch I24 is associated with shift rail I3 and adapted to be closed only when the shift rail I3 is in its neutral position. When shift rail I3 is moved away from this position to accommodate either a low or a reverse drive the switch I24 is opened. The electrical line I22 is connected to a contact I26 contained in switch I24. A second contact I 28 is provided. A conductor I30 electrically connects contacts I26 and I28. A plunger I32 and spring I34 are associated withthe conductor I30. An abutment I36 on shift rail I3 is adapted to engage plunger I32 and overcome spring I34 and force conductor I 80 into engagement with contacts I 26 and I28 only when shift rail I3 is in its neutral or mid position. When the rail I3 is moved either to the left or to the right from its Fig. 4 position to effect a change in transmission speed ratio drive the switch I24 is opened. Contact I28 has connected thereto an electrical line I38 which connects switch I24 with a switch I40 adapted to be closed when the throttle is substantially closed. Line I42 connects switch I40 with the inlet terminal I44 of a vehicle speed responsive governor I46. The governor is provided with outlet terminals I48 and I50 and is adapted to electrically connect terminal I44 with the terminal I48 below a predetermined vehicle speed and to electrically connect the terminal I44 with the terminal I50 When the above 'this'predetermined speed. A switch I52 is adapted to beactuated by movement-of the shift rail II in the transmission. This switch I52 comprises a backing plate I53 having a pair of spaced stationary contacts I54 and I55 secured thereto. A pair of depending arms I56 and 151 are pivotally mounted at I58 and I59 on plate I53 and adapted to straddle the con-' tacts I54 and I55. The arms I56 and I51 are urged toward each other by springs I60 associated therewith. An actuating member I6I is pivotally mounted on plate I53 and has a portion I62 thereof received between the arms-I56 and I51; The shift rail II is provided with a slot I63 adapted to receive the other extremity of the member I 6I so that a lost motion connection is provided between the shift rail and the member I6I. Movement of the shift rail II causes a rotation of member I6I and rotation of the arms I56 and I51. Arm I 56 is provided with a contact I64 adapted to engage contact I55. Arms I56 and I51 are provided with cooperating contacts I66 and I61 which are adapted to en gage each other when the arms are unrestricted in their movement toward each other. The contact I61 is insulated from'arm I51. The contact I 63 is electrically connected to arm I56. The arms I56 and I51 are electrically connected .to a bar I68 which is connected with the solenoid operated valve 26 by a line I69. A line I10 interposed in the circuit of Fig. 2 between the switch I24 and switch I is connected to the terminal I61 on arm I 51. A line "I electrically connects the terminal I48 of the speed responsive governor to the stationary contact I54 of the rail switch I52. A line I12 connects termi-.- nal I of the speed responsive governor tothe stationary contact I of the rail switch I52. When the shift rail II is in its direct drive position which is shown in Fig. 4 an electrical connection is provided between the line I 12 from the speed responsive governor to the line I69 connected to the solenoid operated valve 26. This connection extends from line I12 through contact I55, contact I65. arm I51, bar I68 to line I69. It should be noted that the movement of the shift rail II to the left in Fig. 4 caused the member I6I to be pivoted in a counterclockwise direction thereby moving the arm I 56 away from the contact I54 and leaving the arm I51 free to be rotated in a counterclockwise direction by the spring I until its rotation was stopped by the engagement of the contact I with the stationary contact I55. When a change in speed .ratio drive is effected by the movement of the shift rail II to the right in Fig. 4, the member I6I is released by the notch I63 in the shift rail II. This permits the arms I56 and I51 .to move toward each other under the influence of springs I60 until the contacts I66 and I61 are in en gagement. During this interval in which the piston 22 and shift rail II are in motion a circuit is provided through line I10, contact I 61, contact I86, arm I56 and line I69 to shift solenoid valve 26. When the other extremity of the slot I63 in the shift rail II engages member I6I to rotate it in a clockwise direction the contact I64eng'ages contact I54 and rotation of the arm I56 is thereby prevented. I The rotatio'nof member I6I moves arm I51 out of operative engagement with contacts I66 and I61 so that the only contact remaining in engagement when the shift rail is at its extremeposition to the right in Fig. 4 is made by the contacts I54 and I64. A circuit-is provided thereby from line I1I 7. through'contacts I64, I64, 'arml I56. barflland line Illto the shift'solenoid' valve 26.

Referring to Fig. 2 the operation'of the electrical circuit thus far described will be explained. In operation, the driver of the vehicle closes the ignition switch I02 as an incident to operation of the vehicle. If the driver-wishes the automatic control mechanism described hereinto effect for him changes in-transmission speed ratio drive he sodesignates by closing-switch I04 on the dash. When the vehicle is operating and the driver desires that a'shift or'changein speed ratio drive be effected he'so signals byreleasing his foot from an accelerator pedal I86 thereby closing switch I40. It will be noted that'the switches I I and I24a're normally intheir closed position. The governor terminal I44J'has been illustrated in Fig. 2'-as electrically connectedwith the terminal I50. This 'indicates that the vehicle speed is low and the lower speed ratio drive desired. Electricity from' the grounded storage battery I00 thus passes through the closed switches I02, I04, IIO, I24, I40 and through the terminal I44 to the terminal I50. If'the vehicle isat that time operatingin direct drive the shift rail II is in the left hand position in Fig. 4. The contacts I55 and I65 of the rail switch I52 are therefore closed and line I12 operatively connected with line I96. The grounded 1 solenoid actuated valve 26 is thereby energized. The energization of valve 26 exposes the cylinder I6 to the intake manifold of the engine thereby moving piston 22 to the left in Fig. 1 to disengage the clutch I2 and to rotate transmission control shaft 60. Rotation of shaft 60 moves the shift rail II to the right in Fig. 4 to effect a lower speed ratio drive. The movement of the shift rail II to the right opens contacts I55 and I 65 of rail switch I52 and when the other speed ratio drive is effected by movement of the shift rail II to the'extreme right the contacts I54 and I64 are closed thereby connecting lines HI and I 69. As long as the vehicle speed remains below the predetermined governor speed the circuit is broken by the governor I46 and valve 26 deenergized. When the circuit is broken and the solenoid actuated'valve 26 deenergized piston 22' is moved-to the right in Fig. 1 by spring This indexes the arm 86 of the motion translating mechanism of Fig. 5 and permits the clutch I2-to reengage. During normal operation of the vehicle the driver will then depress the accelerator pedal l86thereby opening switch I40. If the vehicle should then accelerate sufliciently so that thepredetermined speed of the governor is exceeded'the terminal I44 thereof will be electrically connected-with the terminal I48. Since the vehicle is operating in its lower speed ratio drive with the shift rail I I moved to the right in Fig. 4 the contacts I54 and I64 are closed. If under these conditions the operator releases the accelerator pedal I86 and the switch I40 is closed a circuit is established and solenoid 26 is energized. The energization of solenoid 26 causes a clutch disengagement and a shift to direct'drive in the transmission. The movement of shift rail II opens contacts I54 and I60 and deenergizes solenoid 26 thereby permitting'clutch I2 to reengage.

The line I and contacts I66 and I61 are necessary for if the operator closed the accelerator switch I40 and before the completion of the shift should accidentally or through confusion step on the accelerator pedal I86 he would open the accelerator switch and interrupt the shift. The line I10 and contacts I66 and I61 provide a means for by passing the acceleratorswitchafter the shift has been initiated. It will be noted by referring to Fig. 4 that after the initial movement of the shift rail I I from either of its end positions the switch I52 is closed by contacts I66 and I 61 thereby connecting line I10 with line I68 and providing a circuit for energizing the solenoid which -isindependent of the accelerator switch I40.

The switches H0 and I24 are normally closed during the operation of the vehicle and the automatic control mechanism may operate until one of these switches isopened or until the selector switch I04 is opened. When the operator is operating the vehicle and the switch I04 is closed he has the ability to overrule the automatic control and operate the vehiclev manually without being required to open switch I04. The very act of effecting a manual shift temporarily inactivates the automatic control'system. By depressing the clutch pedal the operator opens switch IIO thereby breaking the 1 circuit of the automatic controlsystem. If the operator then moves shift rail I3 to effect a low or reverse drive the switch I24 is opened. This will keep the electric circuit deenergized as long asthe vehicle is operated in the low or reverse drive. When the operator returns shift rail I3 to its neutral position the switch I24 is closed and as the operator reengages the clutch the clockwise rotation of pedal 40 closes switch I I0. The automatic control mechanism is then operative and the governor I46, and rail switch I52 and accelerator switch I40 control the energization ofsolenoid valve 26.

If the operator desires to overrule the automatic control mechanism and manually move shiftrail. II instead of shift rail I3 the operation is similar and the depression of clutch pedal 40 opens switch IIO but in this instance the switch I24 remains closed. The fact that normal driving practice includes depressing the accelerator pedal I 86 as the clutch 40 is released assures that by the time the switch H0 is closed the switch I40 is opened so that an uninterrupted period is provided in which the electrical control circuit is broken andmanual operation of the clutchand transmission are possible.

Iv claim:

1. In a drive control mechanism for a motor vehicle having an engine, a-variable speed ratio transmission and a clutch operatively connecting said engine andsaid transmission, vehicle driver operated clutch control mechanism for disengaging and engaging said clutch, vehicle driver operated control mechanism for changing the speed ratio drive in said transmission, automatic control mechanism for disengaging said clutch, changing the speed ratio drive in said transmission and engaging said clutch, and means associated with said driver operated clutch control mechanism for rendering said automatic control mechanism inoperative during the interval that said clutch is disengaged, said means including relatively movable operating parts at least one of which is operably moved as an incident to operation of saiddriver operated clutch control mechanism.

2. In a drive control mechanism for a motor vehicle having an engine, a variable speed ratio transmission and a clutch operatively connecting said engine and said transmission, vehicle driver operated clutch control mechanism for disengagingand engaging said clutch, vehicle driver operated control mechanism for changing the speed ratio .drive in said transmission, electrically controlled means for actuating said clutch and .aecaece varying the speed ratio drive in said transmission, a switch associated with said driver operated able speed ratio transmission and a clutch operatively connecting said engine and said transmission, vehicle driver operated clutch control mechanism for disengaging and engaging said .clutch, vehicle driver operated control mechanism for changing the speed ratio drive in said transmission, electrically controlled means for actuating said clutch and varying the speed ratio drive in said transmission, a switch associated 1 with said driver operated control for the throttle adapted to prevent operation of said electrically controlled means at any time when saidthrottle was at other than said position, a switch associated with said driver operated clutch control mechanism and said electrically controlled means and adapted to render said electrically controlled means inoperative as an incident to actuation of said driver operated clutch control mechanism whereby the driver may if desired control the clutch and transmission speed ratio drive through said mechanisms independently of said electrically controlled means.

4. In a drive control mechanism for a motor vehicle having an engine provided with a throttle and a vehicle driver operated control for said throttle, a variable speed ratio transmission having a first and a second shift rail, a clutch operatively connecting said engine and said transmissaid clutch, move said first shift rail to effect a change in transmission speed ratio drive and to reengage said clutch, an electrical circuit operatively connecting said source and said solenoid and including a plurality of switches arranged in series, said plurality of switches including a first switch associated with said second driver operated control mechanism and adapted to be closed only when said second driver operated control mechanism is in the position corresponding to engagement of said clutch, a second switch associated with said driver operated throttle control and adapted to be closed only when said throttle is substantially closed, a third switch associated with said second shift rail and adapted to be open when said second shift rail is in other than a neutral position and the transmission drive components associated therewith are operative whereby said solenoid may be denergized by driver control when the driver actuates said second driver operated control mechanism to disengage said clutch, actuates said driver operated throttle control to effect an opening movement of said throttle or moves said second shift rail out of its neutral position.

5. In a drive control mechanism for a motor vehicle having an engine provided with a throttle and a vehicle driver operated control for said throttle, a variable speed ratio transmission havin a first and a second shift rail, a clutch operatively connecting said engine and said transmission, a first driver operated control mechanism for moving said shift rails to change the speed ratio drive in said transmission, a second driver operated control mechanism for disengaging and engaging said clutch, a solenoid, a source of elec-- tric energy, first means controlled by energization and deenergization of said solenoid to disengage said clutch, move said first shift rail to effect a change in transmission speed ratio driveand to reengage said clutch, a vehicle speed responsive governor, an electrical circuit operativelyconnecting said source and said solenoid andincluding a plurality of switches arranged in series, said plurality of switches including a firstswitch associated with said second driver oeprated-control mechanism and adapted to be closed only when said second driver operated control mechanism is in the position corresponding to engagement of said clutch, a second switch associated with said driver operated throttle control and adapted to be closed only when said throttle is substantially closed, a third switch associated with said second shift rail and adapted to be open when said second shift rail is in other than a neutral position and the transmission drive components associated therewith are operative, a governor controlled fourth switch having a first contact and a second contact, means associated with said governor and said governor controlled switch and adapted to operatively connect said first contact to said circuit below a predetermined vehicle speed and to operatively connect said second contact to said circuit above saidprede termined vehicle speed, a fifth switch associated with said first shift rail having a first contact operatively connected to the first contact of said governor controlled switch and a second contact operatively connected to the second contact of said governor controlled switch, means associated with said first shift rail and adapted to electrically connect said first contact of said'fifth switch with said solenoid when said first shift rail is moved in one direction and to electrically connect said second contact of said fifth switch with said solenoid when said first shift rail is moved in another direction, said first switch being adapted to deenergize said electrical circuit to accommoposition as an incident to vehicle operation.

6. Control means adapted to control the operation of the change speed transmission and friction clutch of the power plant of an automotive vehicle provided with a shift .lever' and La clutch pedal, said means comprising a single acting fluid pressure operated motor operably connected to the transmission and clutch and operable, when the motor is energized, to successively disengage the clutch and operate the transmission and to subsequently effect a reengagement of the clutch when the motor is deenergized, force transmitting means, interconnecting the transmission, clutch and power element of the motor, force transmitting means in- 'terconnecting a portion of the aforementioned force transmitting means and the shift lever and operable to effect a manual operation of a part of the transmission, valve means for controlling the operation of said motor, and electrical means for controlling the operationof said valve means to effect a cycle of power operations of the :mechanism tcsuccessively disengage the clutch, operate the transmission and re-engage the clutch, said electrical means including a clutch pedal'operated switch operable to disable the electrical means when said pedal is substantially depressed and thereby make possible a manual operation of the transmission.

'7. Control means adapted to control the operation of the change speed transmission and ,friction clutch of the power plant of an auto- ..motive vehicle provided with a shift lever and a clutch pedal, said means comprising a single acting fiuid pressure operated motor operably "connected to vthe transmission and clutch and operable, when themotoris energized, to suc- ..cessively disengage ,the clutch and operate the 'electrical means for. controlling the operation of said valve to effect a cycle of power operations of the mechanism to successively disengage the clutch, operate the transmission and re-engage the clutch, said electrical means including a clutch pedal operated switch operable to dis- :able the electrical means when said pedal is substantially depresed and thereby make possible a manual operation of the transmission.

8. Manually and power operated control means adapted to control the operation of .the transmission and the friction clutch of the power plant of an automotive vehicle in- .:cluding an accelerator and a clutch pedal, said means comprising a pressure differential operated motor operably connected to the transmission and clutch and operable to successively disengage the clutch, operate the transmission and re-engage the clutch, valve means for controlling the operation of said motor, and electrical means for controlling the operation of the valve means to successively effect an energization of the motor and a de-energization thereof, said electrical means including a clutch pedal operated switch which is closed when said pedalzis in its released positionand opened when said pedal ;is depresseda substantial. amount, um; accelerator. operated switch which is closed "when rtheiacceleratorzis released said switch be- 111118: electrically connected "in series with the clutch pedal operated switch, a governor operated single pole double throw switch having its movable contact electrically connected in series with the accelerator operated switch, a motor -operated selector switch mechanism including three fixed contacts and a movable contact, elec- "trical means interconnecting one of the fixed contacts with one of the fixed contacts of the governor operated switch, electrical mean interconnecting a second of the three fixed contacts with another of the fixed contacts of the governor operated witch, electrical means interconnecting the third fixed contact of the motor operated switch with the clutch pedal op- -eratedswitch, a grounded valve controlling solenoid, and electrical means interconnecting said solenoid with the movable contact of the motor operated switch.

9. Manually and power operated control means adapted to control the operation of the three speeds forward and reverse transmission and the friction clutch of the power plant of an automotive vehicle including an accelerator and a .clutch pedal, said means comprising a pressure differential operated motor operably connectedto the transmission and clutch and operable to successively disengage the clutch, operate the transmission and re-engage the clutch, valve means for controlling the operation of said motor; and electrical means for controlling the operation of the valve means to successively effect an energization of the motor and a deenergization thereof, said electrical mean in- ,cluding a clutch pedal operated switch, an accelerator operated switch, a governor operated single pole double throw switch, electrical means interconnecting themovable contact of the latter switch and the aforementioned two switches to provide a series connection of said three switches, a motor operated selector switch mechanism including three fixed contacts and a movable contact, electrical means interconnecting one of the fixed contacts with one of the fixed contacts of thei'governor 'operated'switch, electrical means interconnecting a second of the three fixed contacts'with' another of the fixed contacts of the governor operated switch, electrical means interconnecting the third fixed contact of the motor operated switch with the clutch pedal operated switch, a valve controlling grounded solenoid, and electrical means interconnecting said solenoid with the movable contact of the motor operated switch.

6 10. Manually and power operated control means adapted to control the operation of the three speeds forward and reverse transmission and the friction clutch of the power plant of an automotive vehicle including an accelerator and a clutch pedal, said means comprising a pressure differential operated motor operably connected to the transmission and clutch and operable to successively disengage the clutch, operate the transmission and re-engage the clutch, a three way valve for controlling the operation of said motor, and electrical means for controlling the operation of the valve means to successively effect an energization of the motor and a de-energization thereof, said electrical means including a clutch pedal operated switch which is closed when said pedal is in its released position and opened when said pedal is depressed a substantial amount, an accelerator operated switch which is closed when the accelerator is released, said switch being electrically connected in series with the clutch pedal operated switch, a governor operated single pole double throw switch having its movable contact electrically connected in series with the accelerator operated switch, a motor operated selector switch mechanism including three fixed contacts and a movable contact, electrical means interconnecting one of the fixed contacts with one of th fixed contacts of the governor operated switch, electrical means interconnecting a second of the three fixed contacts with another of the fixed contacts of the governor operated switch, electrical means interconnecting the third fixed contact of the motor operated switch with the clutch pedal operated switch, a grounded valve controlling solenoid-and switch.

The following references are of record in the MAURICE C. ROBINSON.

REFERENCES CITED file of this patent:

UNITED STATES PATENTS Number Name Date Tenbrook June 21, 1932 Number 14 Name Date Britton Jan. 23, 1940 Morrison July 16, 1940 Adams July 23, 1940 Pescara, Nov. 26, 1940 Price et a1. June 23, 1942 Randol June 13, 1944 Randol Jan. 20, 1948 Moore et a1 Dec. 27, 1949 Long July 4, 1950 

